Transmission



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TRANSMISSION Filed Nov. 28, 1958 19 Sheets-Sheet 18 fz z//a coun /NGVENT ATTQ/VEY United States Patent O 3,049,937 TRANSMISSION John D.Lindsay, Birmingham, Mich., assigner to General Motors Corporation,Detroit, Mich., a corporation of Delaware Filed Nov. 28, 1958, Ser. No.777,112 18 Claims. (Cl. 74-472) This invention relates to transmissionsof the type in which a hydraulic torque transmitting device driveschange-speed gearing which drives an -output shaft at Ia plurality offorward speed ratios, and in reverse. It relates to novel features ofconstruction and arrangement of the change-speed gear; to novel featuresof the connection between the change-speed gear and the hydrodynamic-torque transmitting device; and to novel fealtures of the hydraulicsystem for controlling the transmission.

In the drawings:

FIG. l is one-half of a schematic, substantially symmetricallongitudinal section showing the functional relationship of the elementsof a transmission embodying one form of the invention,

FIG. 2 is a diagram corresponding to FIG. 1 showing the change-speedwhich forms part of the transmission in first gear or low speed drive.In this and in FIGS. 3, 4 and 5, dotted lines indicate parts which arenot active in the transmission of torque from the hydrodynamic torquetransmitting device to the output shaft;

FIG. 3 is a diagram corresponding to FIG. 2 of the change-speed gearingin second gear or intermediate speed;

FIG. 4 `shows the gearing in third speed or direct drive; and

FIG. 5 shows the gearing in reverse,

FIGS. 6, 6a and `6b collectively form one-half of a substantiallysymmetrical longitudinal section of the actual construction of one formof transmission embodying the invention;

FIG. 6c is a diagram of how FIGS. =6, 6a and 6b ygo together to make acomplete drawing of the transmission;

FIG. 7 is a section on the line 7-7 of FIG. 6b showing the constructionof a parking brake or lock;

FIG. `8 is a section on the line 8-8 of FIG. 7;

FIGS. 9, 9a, 9b and 9c, when put together in numerical order from leftto right, collectively form a functional diagram of one form ofhydraulic system for controlling the transmission shown in FIGS. l to 8,with the control set for low range, with the engine idling and the carparked;

FIGS. l0, 10a, 10b and 10c similarly show the control set yfor secondspeed at `about 1A throttle opening in second or intermediate range, inwhich the gearing can automatically shift betweentirst and secondspeeds; and

FIGS. 11, 11a, 11b, and llc` similarly show the controls `set for thirdspeed at above three-quarters throttle opening in the direct drive rangein which the gearing can shift automatically among first, second andthird speeds.

Referring to FIG. l the transmission input or driving shaft 10, whichmay be the crankshaft of the usual internal combustion engine, drives yahydrodynamic torque transmitting device 12 which in tur-n driveschange-speed gearing 14 which `drives an output shaft 16 which may bethe propeller shaft of a conventional automobile. The hydrodynamic`torque transmitting device may be, for example, a torque converte? asdisclosed in British Patent 770,599, published March 20, 1957, thedisclosure of which is incorporated herein by reference. In this examplethe torque converter has an impeller driven 3,049,937 Patented Aug. 21,1962 by the engine shaft 1t), a first turbine T1 and a second turbineT2, through which the torque transfer tluid is successively circulated,and a reaction element, stator or guide Wheel 22, the blade angles ofwhich may be adjusted by any suitable mechanism 24, and which isconnected to the frame of the transmission Iby a one-way brake 26 whichpermits the stator to rotate forward but prevents it rotating backwardas is known in the art. The iirst turbine drives the input or ring gear28 of a planetary Igear set having planet gears 30 mounted on a carrier32, and having a reaction sun gear 34 which is connected to the frame of-a transmission by a one-way brake 36 which permits the sun gear torotate forward but prevents i-t rotating backward as is known. Thesecond turbine T2 is connected through the carrier 32 to the torqueconverter output shaft 38 which forms the input o-r driving shaft forthe gearing 14. The arrangement is such that the torque converter 12transmits torque lto the converter output shaft 38 -a-t a ratio inrespect to the torque on the input shaft 10, which ratio varies with theload on the output shaft 38. That is, when the shaft 38 is stationary orrotating at low speed which indicates `high load, the torque ratiobetween shaft 38 and shaft 10 is high and may be of the order oftiveto-one, whereas when the speed of the shaft 3-3 approaches the speedof the shaft 10` due to a decrease in load on the shaft 38, the torqueratio is near unity.

Shaft 38 is connected to a housing 40 which contains Ia ilu-id couplingincluding ia turbine 44 connected to the output shaft 16 and an impeller42 connected by a Ihollow shaft 52 to a sun gear 54. The `housing andthe coupling may be `selectively filled with oil or emptied to make thecoupling effective or ineffective as will be explained. The housing isconnected to the sun gear by :a one-way clutch 46 to drive the sun gearforward, but permit the sun gear to overrun or rotate forward fasterthan the housing 40. The housing 40 may be `also connected to the sungear by an anti-overrun clutch 48 -which may be engaged by a hydrauliccylinder 50 to prevent the sun gear from overrunning. The .purpose ofthis :arrangement is to use the one-way clutch V46 to Itransmit theheavy driving torque from the torque converter to the sunI gear 'and userthe flight clutch 48 to prevent free wheeling when the input to thegearing is through the sun gear, as it is in low forward speed and inreverse, and to let -the sun `gear 54 rotate forward faster 'than thehousing 40 when the input to the gearing is not through the sun. gear54. Preferably the clutch 48 is small and cap-able of transmitting only-a light torque, much less than the torque required to drive the carthrough the one-Way clutch 46.

The input sun gear 54 is part of a front planetary gear set whichincludes a ring gear 56 connected by a flange 58 to the output shaft'16, and includes planet gears `60 meshing with the sun gear 54 yandring ygear 56 and mounted on a carrier 62 which is connected by a drum`66 to the ring gear 68 of a second or rear planetary gear set. The reargear set includes a reaction sun gear 70 and planet gears 72 meshingwith the ring gear 68 and sun `gear 70 and mounted on a carrier 74 whichis connected to the flange 58 attached to the output shaft 16. The drum66, front carrier 62 and the rear ring gear `68 may be held fast toestablish reverse ydrive by friction member 76 which can be grounded bya cylinder 78. I use the generic term torque-establishing device torefer Iboth to clutches and to brakes.

Alternatively, Ithe drum 66, carrier `62 and ring gear `68 may beconnected to the iiuid coupling housing 40 and to the input shaft 38 bya direct drive clutch 80 which may be set by a hydraulic cylinder l82.The rear reaction sun gear 70 Iis connected by a hollow shaft 84

